Shock-absorber for vehicles.



G. SGHWAGER. SHOCK'ABSORBER FOR VEHICLES.

' APPLICATION FILED JUNE 27, 1912.

Patented Sept 1, 1914.

'cnrrnn s'rarns enone scnwnenn, or BERLIN, seminar 7 nines.

SHOCK-ABSORBER FOR VEHICLES.

Specification of Letters Patent. Patented Sept. 1, 1914;,

Application filed June 27, 1912. Serial No. 706,225.

Shock-Absorbers for Vehicles, of which the' following is a specification.

or receiving and absorbing the shocks which the road-wheels suffer in consequence of-the irregularities of the road, and which they. transfer to the upperpart,"the body, of the car,

and the axle-spring and form a link between these two springs. Such devices are called shock absorbers or shock reducers and consist of a closed sleeve in which suspended from a connectspring and the' axle-spring. When coiled springs of a cylindrical shape are used, the coils of which lie vertically above each other, these springs-must be comparatively long and therefore necessitate, also long sleeves; Thrs 1s a very unfavorable feature as on the one hand the devices with' such long sleeves have a great weight and this weight hangs very low on the car-springer By the shocks on the road-wheels these long sleeves begin to oscillate and thereby prevent the axle-spring from coming to rest. in consequenceof the length of the sleeve also the rod coupling the car-spring with the axle-spring has to be very long and must therefore 'be made very strong, so as to be able to bear the strains in consequence of the oscillations of the, device. These short, constant vibrationswill, a fact well known in engineering, make the IOd' bI'IlDtlG.

and lead to a fracture of the same. Even the use of two rods in place of one cannot avoid this danger or prevent the vibrations of the device. The fracture of the rod or the rods entails very great danger as there will be no-connection whatever between the oar-spring and the axle-spring, or between the car-body and the truck, so that the body may topple over.

The present invention relates to a device for absorbing the shocks, in which the Well known drawbacks ofthe other devices are avoided by providing a comparatively wide coupling bar having a corresponding I devlces are employed, which are, attached to the joint between the car-spring the latter from moving '9 and at the-lower end thickness and guided and protected along its entire length, and by the sleeve being very much. shortened, so that its weight is brought up close to the axle-spring and the lever of oscillation is entirely removed or at least verymuch reduced. For this purpose a buffer spring wound in form of a cone of flat spring steel is arranged in the sleeve, bearing with its narrow end on the piston and with its base against the head of the sleeve; in this spring is arranged the piston-rod of a rectangular section. This piston-rod has an elongated slot through which a connecting bolt is passed. The conical buli'er spring stands with-its small end centrally on the piston and will therefore also transfer the effect of the shocks centrally on the said'piston and prevent v to an inclined position.

, In the accompanying drawing the device is exemplifi d Figure '1 being a longitudinal section and Fig. 2, a section through Fig. 1 on the line 11-11.

The lmade of steel shock-absorber consists of thesleeve vent holes. At the upper end the sleeve 1 is screwed into the head 18. In this head 13 is guided the coupling bar .6 having a-gliding fit therein. At the upper, end this bar 6. has a coupling-eye 2, in the middle a slot a threaded stud on which the piston is screwed. On this'piston 7 bears the! conical spring 3 encircling the connecting bar 6, so that the point of the spring presses centrally on the piston. The spring bears with its other, wide'end against the flange 4 of the head 13. In the middle .or close to the middle of its longitudinal extension thehead 13 has faces, through which a hole 12 is bored. By means of a suitable bolt passing through the hole 12 of the sleeve the same is connected to the vehicle saring in a similar manner as described 1 ove with respect to the connection with the axle spring. According to the position of the axle-spring and the car-spring these may also be attached to the device in the opposite order, so that the axle-spring is attached. to the bar 6 and the car'sp'ring to the head 13.

In order to take advantage of the above mentioned capacity of my device it is necessary merely to reverse the relative positions' in a constructional form,

or wrought iron, which is" closed below and there provided with air-' of the piston and spring at the same time running the connecting bar or hanger 6 out of the cylinder head so that the inner end of the slot 9 is in alinenient with the hole 12. The cup leather is also reversed at the same time.

For the purpose of reducing the length of the device as far as possible, and particularly allowing of making the connecting bar of the absolutely necessary length only, so that as short as possible a piece of it projects beyond the head and remains Without a guide, the sides of the head are cut out and the head of the bar 6 can reach down close to the coupling pin in the head 13, so that a tipping or choking of the bar is impossible.

The device operates as follows: In meeting an obstruction on the road the Wheel and the axle spring are abruptly and violently raised. The axle spring being connected with the-hanger therefore also raises the same and consequently also the piston 7 Within the sleeve 1. By this action the spring 3 resting upon said piston is conr pressed. The vehicle spring to Which the sleeve 1 is connected by means of a bolt passing through the hole 12 will not receive the shock as the same is entirely absorbed by the spring 3 whichexpands again after receiving a shock in the above described manner. The connection of the axle springs varies accordingto the form. of said spring. In case the axle is C-shaped the point of connection of the vehicle spring is located beneath its connection with the axle spring .and the latter isconnected to the sleeve head 9 at 12 while the. axle spring is con nected at 2. In case however the springs have the form of an ellipse the point of connection of the "vehicle opening is located above that of the axle spring and the vehicle spring in this case is connected. at 2 While the axle spring is connected to the head #9,

in both cases a shock will cause a coinpres' sion of the spring 3 in such. a manner that one of said axles will not be efiected by said shock.

I claim:

1. In a shock absorber of thecharacter described the combination with a conical volute spring, of acylinder surrounding said spring and provided with an. air vent in its bottom part, of 'a piston adapted to support the smallend of said spring, and of a fiat hanger centrally disposed within'said cylinder and guided Within the head of the same, substantially as described.

2. In a shock absorber of the character described, the combination with a cylinder, of

a conical volute spring mounted Within said cylinder, a piston also mounted Within said cylinder having a fiat coupling rod or bar connected thereto and projecting through the head of said cylinder, said spring being arranged so as to surround said bar and bear against said piston at its small end, the head of said cylinder being provided with an extension whose length is comparable to that of the cylinder proper, said extension having a longitudinal aperture therein affording an extended bearing for said fiat connecting bar, said extension having transverse apertures for thereception of a bolt, and said bar having a transverse bolt aperture as Well as a slot for receiving a bolt passed through the apertures in said extension, and means for attaching said piston to said bar, said cylinder being vented for the relief of air under compression.

In Witness whereof I, have hereunto signed my name this 12th day of June 1912, in the presence of two subscribing witnesses.

GEORG SCHVVAGER. d1tnesses IVOLDEMAR Hanrr,

HENRY Hasrnn. 

